US7201347B2 - Process for improving the landing of an aircraft - Google Patents
Process for improving the landing of an aircraft Download PDFInfo
- Publication number
- US7201347B2 US7201347B2 US11/047,745 US4774505A US7201347B2 US 7201347 B2 US7201347 B2 US 7201347B2 US 4774505 A US4774505 A US 4774505A US 7201347 B2 US7201347 B2 US 7201347B2
- Authority
- US
- United States
- Prior art keywords
- nose
- elevators
- aircraft
- horizontal tail
- tail plane
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active, expires
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Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
- G05D1/04—Control of altitude or depth
- G05D1/06—Rate of change of altitude or depth
- G05D1/0607—Rate of change of altitude or depth specially adapted for aircraft
- G05D1/0653—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing
- G05D1/0676—Rate of change of altitude or depth specially adapted for aircraft during a phase of take-off or landing specially adapted for landing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/02—Initiating means
- B64C13/16—Initiating means actuated automatically, e.g. responsive to gust detectors
Definitions
- the present invention relates to a process for improving the landing of an aircraft.
- An adjustable horizontal tail plane such as this is, in the art, designated by one or other of the abbreviations PHR (standing for Plane Horizontal Réglable [i.e., adjustable]) or THS (standing for Trimmable Horizontal Stabilizer).
- PHR Plane Horizontal Réglable [i.e., adjustable]
- THS Trimmable Horizontal Stabilizer
- an adjustable horizontal tail plane is provided with elevators forming the trailing edge of said adjustable horizontal tail plane.
- An adjustable horizontal tail plane can be deflected in the nose-up or nose-down direction and it is used in certain flight phases. For example, during the landing of the aircraft, it is customary to nose-up deflect said adjustable horizontal tail plane through action of the pilot or of an automatic system, said elevators being in direct aerodynamic alignment with said tail plane and the value of the angle of deflection of the adjustable horizontal tail plane depending on several parameters of the aircraft, such as the longitudinal position of the center of gravity, the total weight on landing, the configuration of the leading edge slats and of the trailing edge flaps, the thrust, the speed at the moment of landing, etc.
- This value of the angle of deflection is significant since it conditions the behavior of the airplane during the phase of the landing flare-out and of the making of contact of the aircraft with the ground.
- the elevators attached to the adjustable horizontal tail plane are controlled by the pilot of the aircraft so as to take, from their position in direct aerodynamic alignment with said tail plane, a position in the nose-down direction so as to tilt down, about the main landing gear, the nose of said aircraft rolling over the ground.
- the front gear (which is located under the nose) may, in its turn, make contact with the ground.
- the elevators do not have sufficient authority to make the nose of the aircraft tilt rapidly downwards, so that the latter rolls over the ground for some time with its nose raised and the front gear not in contact with the ground, thereby causing a delay in braking.
- An object of the present invention is to remedy this drawback.
- the process for improving the landing of an aircraft comprising an adjustable horizontal tail plane to which are hinged elevators, said adjustable horizontal tail plane being nose-up deflected by an angle of inclination of predetermined value with a view to the making of contact of said aircraft with the ground and said elevators being nose-down deflected after said making of contact so as to tilt down the nose of said aircraft rolling over the ground, is noteworthy in that, prior to said making of contact of said aircraft with the ground:
- the position of the elevators from which the nose-down deflection thereof will be performed after said making of contact is shifted towards the nose-up values. Consequently, the nose-down deflection travel of said elevators with respect to said adjustable horizontal tail plane is increased, thereby, of course, augmenting the authority of the elevators to make the nose of the aircraft tilt downwards.
- the decreasing of the angle of nose-up inclination of said adjustable horizontal tail plane is chosen to bring about an increase of the maximum nose-down swing of sails elevators most equal to a third of the maximum nose-up swing that said elevators exhibit in said customary configuration.
- FIG. 1 shows, in diagrammatic perspective, a wide-bodied civil aircraft provided with an adjustable horizontal tail plane.
- FIG. 2 illustrates, in three successive positions, said aircraft's landing phase.
- FIGS. 3A and 3B show the customary positioning of the adjustable horizontal tail plane and of the elevators which are attached thereto, respectively before and starting from the making of contact with the ground.
- FIGS. 4A and 4B show an example of positioning, in accordance with the invention, of the adjustable horizontal tail plane and of the elevators, respectively before and starting from the making of contact with the ground.
- the wide-bodied airplane 1 shown diagrammatically by FIG. 1 , exhibits a longitudinal axis L—L and comprises a horizontal tail plane 2 that can be adjusted in inclination, as is illustrated by the double arrow 3 .
- To the rear edge of said adjustable horizontal tail plane 2 are hinged elevators 4 that can turn with respect to said tail plane 2 , as is illustrated by the double arrow 5 .
- FIG. 2 Illustrated in FIG. 2 are three situations I, II and III experienced by said airplane 1 during its landing.
- the aircraft terminates its flare-out while approaching the ground 6 .
- the adjustable horizontal tail plane 2 is inclined by an angle iH 1 with respect to said longitudinal axis L—L and the elevators 4 are in a position which is in direct aerodynamic alignment with said adjustable horizontal tail plane 2 with a maximum nose-up swing dC and a maximum nose-down swing dP (see FIG. 3A ).
- the assembly of said adjustable horizontal tail plane 2 and of the elevators 4 engenders a nose-up aerodynamic forces F.
- the aircraft 1 After the aircraft 1 makes contact with the ground (situation II in FIG. 2 ), the latter, by virtue of its main gear 8 , rolls over the ground 6 with its nose 9 directed upward. Also, in customary fashion, to make the nose 9 tilt towards the ground 6 , the pilot actuates the elevators 4 so as to make them take a nose-down position, as represented in FIG. 3B . Thus, the nose 9 can tilt toward the ground 6 and the front gear 10 can touch the ground in its turn (situation III in FIG. 2 ).
- the present invention operates in the manner illustrated in FIGS. 4A and 4B , namely:
- angles iH 2 and ⁇ q are chosen such that the nose-up aerodynamic force engendered by the combination of the adjustable horizontal tail plane 2 and of the elevators 4 is at least approximately equal to the aerodynamic force F of the configuration of FIG. 3A .
- the elevators acquire the necessary authority to make the nose 9 tilt rapidly toward the ground 6 .
- the elevators 4 have, after the making of contact with the ground, greater tilting authority than that which they have in the customary configuration of FIGS. 3A and 3B .
Abstract
Description
-
- said adjustable horizontal tail plane is deflected, in the nose-up direction, with a lower actual value of angle of inclination than a value corresponding to a customary configuration in which said elevators are in direct aerodynamic alignment with said adjustable horizontal tail plane; and
- said elevators are deflected in the nose-up direction, in such a way that the combination of the nose-up action of said adjustable horizontal tail plane and of the nose-up action of said elevators engenders a nose-up resultant aerodynamic force which is at least approximately equal to that engendered by the assembly of said adjustable horizontal tail plane and of said elevators in said customary configuration.
-
- during the flare-out illustrated by situation I of
FIG. 2 , the adjustablehorizontal tail plane 2 is inclined by a nose-up angle iH2, less than the angle iH1 by a quantity ΔiH, and - simultaneously, the
elevators 4 are nose-up deflected so as to take a nose-up angle δq with respect to saidtail plane 2.
- during the flare-out illustrated by situation I of
Claims (2)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0401134 | 2004-02-06 | ||
FR0401134A FR2865999B1 (en) | 2004-02-06 | 2004-02-06 | METHOD FOR IMPROVING LANDING OF AN AIRCRAFT |
Publications (2)
Publication Number | Publication Date |
---|---|
US20050218262A1 US20050218262A1 (en) | 2005-10-06 |
US7201347B2 true US7201347B2 (en) | 2007-04-10 |
Family
ID=34673904
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/047,745 Active 2025-06-18 US7201347B2 (en) | 2004-02-06 | 2005-02-02 | Process for improving the landing of an aircraft |
Country Status (6)
Country | Link |
---|---|
US (1) | US7201347B2 (en) |
EP (1) | EP1562091B1 (en) |
AT (1) | ATE329301T1 (en) |
CA (1) | CA2491357C (en) |
DE (1) | DE602005000015T2 (en) |
FR (1) | FR2865999B1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070281645A1 (en) * | 2006-05-31 | 2007-12-06 | The Boeing Company | Remote Programmable Reference |
US20080188999A1 (en) * | 2005-05-10 | 2008-08-07 | Airbus France | Assisted Take-Off Method For Aircraft |
RU2645522C1 (en) * | 2016-09-05 | 2018-02-21 | Сергей Николаевич Низов | Framework |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2893909B1 (en) * | 2005-11-29 | 2007-12-21 | Airbus France Sas | METHOD FOR ENSURING THE SAFETY OF A HORIZONTALLY LOW SPEED AIRCRAFT. |
DE102007012425A1 (en) * | 2007-03-15 | 2008-09-18 | Airbus Deutschland Gmbh | Method and device for finned trimming in an aircraft |
KR100910552B1 (en) * | 2008-08-20 | 2009-08-03 | 윙쉽테크놀러지 주식회사 | Wing structure of wig shipcraft |
US9878776B2 (en) * | 2014-05-15 | 2018-01-30 | The Boeing Company | System and method for optimizing horizontal tail loads |
CN109070996A (en) * | 2016-04-25 | 2018-12-21 | 庞巴迪公司 | Aircraft pitch control system with electric transmission elevator |
US10816998B2 (en) * | 2017-09-18 | 2020-10-27 | The Boeing Company | Airplane takeoff trims utilizing both stabilizers and elevators |
Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2563757A (en) * | 1945-07-23 | 1951-08-07 | Lockheed Aircraft Corp | All-movable horizontal tail |
US4043523A (en) * | 1976-03-11 | 1977-08-23 | Ball Brothers Research Corporation | Apparatus for aircraft pitch trim |
US4261533A (en) * | 1978-06-26 | 1981-04-14 | Dynamic Engineering, Inc. | All-axis control of aircraft in ultra deep stall |
US4291853A (en) | 1978-12-26 | 1981-09-29 | The Boeing Company | Airplane all-moving airfoil with moment reducing apex |
US4790494A (en) | 1986-10-14 | 1988-12-13 | Grumman Aerospace Corporation | Aircraft empennage with fixed trailing edge horizontal stabilizer |
EP0809165A1 (en) | 1996-05-20 | 1997-11-26 | The Boeing Company | Landing attitude modifier for airplane |
US5707029A (en) * | 1996-03-07 | 1998-01-13 | Mcintosh; William J. | Aileron/elevators and body flap for roll, pitch, and yaw control |
US5779191A (en) | 1996-11-12 | 1998-07-14 | Brislawn; Mark G. | Pylon flap for increasing negative pitching moments |
US20020121575A1 (en) | 1999-12-20 | 2002-09-05 | Leonard M. Greene | Airborne safe landing power control system and method |
-
2004
- 2004-02-06 FR FR0401134A patent/FR2865999B1/en not_active Expired - Fee Related
- 2004-12-21 CA CA2491357A patent/CA2491357C/en not_active Expired - Fee Related
-
2005
- 2005-01-10 AT AT05290050T patent/ATE329301T1/en not_active IP Right Cessation
- 2005-01-10 DE DE602005000015T patent/DE602005000015T2/en active Active
- 2005-01-10 EP EP05290050A patent/EP1562091B1/en not_active Not-in-force
- 2005-02-02 US US11/047,745 patent/US7201347B2/en active Active
Patent Citations (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2563757A (en) * | 1945-07-23 | 1951-08-07 | Lockheed Aircraft Corp | All-movable horizontal tail |
US4043523A (en) * | 1976-03-11 | 1977-08-23 | Ball Brothers Research Corporation | Apparatus for aircraft pitch trim |
US4261533A (en) * | 1978-06-26 | 1981-04-14 | Dynamic Engineering, Inc. | All-axis control of aircraft in ultra deep stall |
US4291853A (en) | 1978-12-26 | 1981-09-29 | The Boeing Company | Airplane all-moving airfoil with moment reducing apex |
US4790494A (en) | 1986-10-14 | 1988-12-13 | Grumman Aerospace Corporation | Aircraft empennage with fixed trailing edge horizontal stabilizer |
US5707029A (en) * | 1996-03-07 | 1998-01-13 | Mcintosh; William J. | Aileron/elevators and body flap for roll, pitch, and yaw control |
EP0809165A1 (en) | 1996-05-20 | 1997-11-26 | The Boeing Company | Landing attitude modifier for airplane |
US5779191A (en) | 1996-11-12 | 1998-07-14 | Brislawn; Mark G. | Pylon flap for increasing negative pitching moments |
US20020121575A1 (en) | 1999-12-20 | 2002-09-05 | Leonard M. Greene | Airborne safe landing power control system and method |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20080188999A1 (en) * | 2005-05-10 | 2008-08-07 | Airbus France | Assisted Take-Off Method For Aircraft |
US8014910B2 (en) * | 2005-05-10 | 2011-09-06 | Airbus France | Assisted take-off method for aircraft |
US20070281645A1 (en) * | 2006-05-31 | 2007-12-06 | The Boeing Company | Remote Programmable Reference |
US8331888B2 (en) * | 2006-05-31 | 2012-12-11 | The Boeing Company | Remote programmable reference |
RU2645522C1 (en) * | 2016-09-05 | 2018-02-21 | Сергей Николаевич Низов | Framework |
Also Published As
Publication number | Publication date |
---|---|
EP1562091B1 (en) | 2006-06-07 |
FR2865999B1 (en) | 2006-04-07 |
EP1562091A1 (en) | 2005-08-10 |
CA2491357C (en) | 2012-02-07 |
DE602005000015T2 (en) | 2006-11-23 |
CA2491357A1 (en) | 2005-08-06 |
ATE329301T1 (en) | 2006-06-15 |
FR2865999A1 (en) | 2005-08-12 |
DE602005000015D1 (en) | 2006-07-20 |
US20050218262A1 (en) | 2005-10-06 |
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Owner name: AIRBUS FRANCE, FRANCE Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:BOE, REGIS;SEVE, PHILIPPE;REEL/FRAME:016243/0267 Effective date: 20041206 |
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Owner name: AIRBUS OPERATIONS SAS, FRANCE Free format text: MERGER;ASSIGNOR:AIRBUS FRANCE;REEL/FRAME:026298/0269 Effective date: 20090630 |
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Free format text: PAYMENT OF MAINTENANCE FEE, 12TH YEAR, LARGE ENTITY (ORIGINAL EVENT CODE: M1553); ENTITY STATUS OF PATENT OWNER: LARGE ENTITY Year of fee payment: 12 |